Shock absorber



Aug. 5, 1952 P. DE LOE SHOCK ABSORBER Filed June 9. 1949 Z'SHEETS-SHEET 2 INVENToR. PA ul. DE LQE'.

ATToRA/f Patented Aug. 5, 1952 z ,sossti UNITED stares rarest orties 2,605,861 snocn Aesonesn Paul DeLce, Detroit, Mich.

Application June 9, 1949, Serial No. 98,058v

y 1o claims. (ci. iss-Ass) vThis invention relates to shock absorbersfor vehicles and more lparticularly to a hydraulic shock absorber adapted to assist and control the action of vehicle springs.

It is the object of this invention to provide a self-adjusting point of equilibrium which will give the vehicle springs freedom of action where weight of load and lift of springs are equal.

Itis the further object of this invention to provide for self adjustment of this .point of equilibrium so that the same will coincide with the spring and load equilibrium as the load is varied by the number of passengers or other load on the vehicle.

It is the further object of this invention to provide a shock absorber construction wherein there will be no resistanceto movement of the springs away from this point of equilibrium in either direction.

'It is-the further object of this invention to provide in said shock absorber mechanism whereby there will be resistance to movement of the springs back toward equilibrium in both directions.

It is the further object of this invention to provideA that said resistance to movements back toward equilibrium will be in direct proportion to the distance from equilibrium and diminish to zero at equilibrium.

It is the further object of this Vinvention to provide a simple and` rugged shock absorber which will be compact in design and which will not be susceptibleto loss of efficiency due to temperature changes. n

These and other objects will be seen from the lfollowing specification and claims in conjunction with the appended drawings in which:

Figure 1 is a fragmentary partially sectioned elevational View illustrating the mounting of the shock absorber upon the front Wheel spring suspension.

Figure 2 is a top plan View of the shock absorber.

Figure `3 is an elevational rsection on line v3 3 of Fig. 2.

It will be understood that the above drawings 'illustrate merely a preferred embodiment of the invention and that other embodiments are contemplated within the scope of the claims hereafter set out. v

Referring to the drawings a portion of the vehicle frame II is 'shown in Figure 1 to which there is joined a front wheel spring suspension which includes lower arm I2 pivotally mounted upon the frame at one end Yat point I3 with its opposite end being pivotally joined to the upright wheel support `I 4 at point I5.

The upper control arm I1 is linked at It to theupper end of the support I4, while the opposite enlarged'hollow end I8 of said arm is suitably secured to the shock absorber shaft 2G such as by the key 2 i. It is contemplated that-there may be a splined connection between the upper control arm I'I and said shaft 20. A suitable coil spring I9 is positioned intermediate the frame II and the top portion vof the lower arm I2 of the wheel suspension.

As shown in Figures 2 and 4 shaft 28 is rotatably journalled within housing 22Y which is secured to vehicle frame II by the bolts 24 and the corresponding .nuts 25.

` lReferringtoFigures'2, 3, 5 and 6 there are shown the end cover plates 2t and 28 or cylinder heads which are suitably joined to opposite ends of housing 22 by the bolts y2'I and 29 respectively.

As shown in Figures 2, 4 and 6 there is another cover plate 3!! providingalateral closure for the housing 22 being secured therein by the bolts 3l.

.The central recess 3-2 is formed upon the inner surface of the lateral cover 3i! 'and has a bushing 33 therein to cooperatively receive and journal the outer reduced end 35 of the shock absorber shaft 2B. Another bushing 3H is arranged upon the opposite side of the body 22 and is adapted to rotatably journal the outer portion of said shaft, there being a suitable seal 35 being interposed between saidk shaft and said body 22 where the same projects therefrom.

j Shaft20 has` formed or secured thereon the actuator 3l which is rockably positioned within the interior. of the shock absorber housing with its lower portion terminating inthecam Sii.` The upper portion of said actuator is centrally slotted to form the pairV of oppositely arranged spaced trunnion supports 39 and 40 as shown in Figure 4.

. As shown in Figures 4 and '7 each of said trunnion supports are centrally-and transversely slotted at points `iI withthe lower portions of said transverse slots beingspherically formed at points 4 I 'I as shown. in-k Figurefhto rockably support the trunni'on'ring .hereafter tobe described.

The trunnion ring has a central at portion 43 which terminates at its opposite ends in the outwardly projecting trunnion arms 42 which are iiat upon the sides 42 and arcuate upon the sides 42, with said arcuate portions being rockably nested within the correspondingly shaped slots 4l in the trunnion supports 39 and 46. The trunnion arms 42 are inserted within the slots 4l by rotating the same 90 degrees from the position shown in Figure '7. It follows further that once said arms are properly positioned as shown in Figure 7, it would be impossible for the same to slip out of the trunnion support slots unless the trunnion ring was rst rotated 90 degrees, which is impossible once the shock absorber is properly assembled.

Referring to Figures 4 and 5 the trunnion ring 43 has a central hole 44 through which extends the relatively stiif wire 45, the opposite ends of which are looped atpoints 58 around the transverse pins 49 which extend through the spaced pistons 48 and 53 shown in Figure 5.

Said pistons are slidably positioned within corresponding recesses 46 formed within the interior portions of cylinder heads 26 and 28. Said cylinder heads also have formed therein the cylindrical chambers 41 which are adapted to slidably receive the opposite ends 62 and 63 of a double acting piston hereafter described.

Both of the pistons 48 and 53 are centrally recessed at points I to receive the loops 50 of the wire 45. Both of the pistons 48 and 53 are provided with channels 52 which provide uid communication between cylindrical openings 46 and the open recesses 5| in said pistons.

Control valve 54 with central opening 55 therein is reciprocally positioned within the body 22 and at one end bears against piston 53 there being a suitable coiled spring 56 interposed between said valve and one side of the trunnion ring 43 normally maintaining said valve in engagement with the piston 53. Y

There is a second control valve59 with a central opening therethrough which is slidably positioned within the housing 22 adjacent the body portion 6 I, and this valve bears against .the outer end of piston 48there being a suitable coil spring @il which is interposed between the trunnion ring 43 and the interior portion 58 of said control valve.

A double acting reciprocal piston 62-63 is slidably positioned within housing 22 upon the opposite side of body portions 6I with their respective ends being adapted for sliding movements into the cylindrical compression chambers 41formed in the cylinder headsl 26 and 28 as shown in Figure 5.

Said piston has a central recess 51 within its upper surface to cooperatively receive cam 38 upon the lower end of theactuator 31 upon the shaft 26 whereby it is seen that swinging movements of the upper control arm I1 of the wheel suspension are adapted to effect a rocking movement in one direction or the other of said actuator and the cam which vforms a part thereof. Thus ythe piston is projected either to the right or to the left depending upon whether the vehicle wheelsuspension is under tension or compression.

The channel 64--65 is formed within onev end of the piston element 53 establishing iiuid communication between compression chamber 41 and the central chamber 66 within the shock absorber housing. Furthermore, there is a corresponding channel 64-65 formed within the piston element 62 adapted to establish uid communication between cylindrical compression chamber 41 and the central chamber 66.

Both of the channels at opposite ends of piston 62-63 have oppositely arranged valve seats 61 and are adapted to receive the one way fluid control valves 68 and 16 whose stems 69 slidably project within corresponding guide openings 10 formed within said piston. The end portions of the piston element 62-63 have an interior annular flange 1|, and the coiled springs 12 are respectively interposed between said flanges and the outer ends of the one-way valves 68 and 16 normally maintaining the same against their respective seats 61 and closing off fluid communication through the said channels 64-65.

By this construction it is apparent that these passages are normally closed and will remain closed when either of the piston elements 62 or 63 are under compressive outward movement into compression chambers 41. In other words if the shaft 20 is rotated so as to project the cam 38 and the piston element 63 to the right it is apparent that the uid within the corresponding compression chamber 41 will be under compression and the valve 16 will remain closed. At the same time it is apparent that the valve 68 will be opened against the action of the spring 12 and fluid may flow from the central chamber 66 through channel 65-64 and into the chamber 41 which corresponds to the piston element 62. t

will be contemplated that this chamber 41 is not under compression so that the oil Within the central chamber 66 merely has to overcome the tension in the coil spring 12.

The cylindrical chambers 41 are adapted rfor communication with theinterior of the central chamber 66 through the passages 13, 14 and central openings through the control valves 54 and 59 respectively. It will be noted however, that said passages are knormally closed by said control valves whose outer annular portions are normally maintained in engagement with the corresponding inner edges of the pistons 48 and 53.

Each of the valves 54 and 59 have an outer annular portion of reduced diameter i. e. elements 15 which are so arranged that the application of pressure iluid thereto from either of the compression chambers respectively will cause the one or the other of the control valves to open the passage 13-14-55.

It will be noted that control valve 59 is normally maintained closed with respect to the passage 13-14-55 by virtue of the coiled spring 60. And on the other hand the control valve 54 is normally maintained closed by virtue of the coiled spring 56.

Now viewing the shock absorber as a whole, it appears that for normal operation the same will be completely full of oil or other suitable uid and this includes central chamber 66, the passages 13, 14, 55 as well as compression chambers 41 and the cylindrical openings 46 which receive the pistons 48 and 53. Furthermore, it will be noted that the central chamber 66 is provided fluid communication to the compression chambers 41 by means of the passages 13--14-55 which are controlled by the valves 54 and 59. v

Furthermore central chamber 66 is also provided uid communication to the respective compression chambers 41 through the channels 64-65 which are formed within the piston elements 62 and 63. Fluid communication is regulated through these channels by the two one-way valves 68 and 16.

In operation if the cam 38 is projected tothe right, the piston element 63 is likewise projected to' the .righttending to `compress the' nuiawthm the compression chamber `il inasmuch as valve 15 remains closed. The increased pressure of uid within chamber 41 corresponding to piston element 53 is transmitted thru the passages 13 and 'M and into the annular opening 15 at the end of the valve 59 which causes the same to move to the left and permits theflow of fluid from passages 'i3 and lill thru the central passage .55 of said valve and intofthe central chamber 66.

At the same time pressure uid within the central chamber 65 ows through the passage {i5-Sil causing the valve 58 to open against the compression of the coiled spring 62 and this Afluid flows into Athe compression chamber l corresponding to piston element 62. f

y The above movement of the piston element 65 corresponds to movement of the wheel suspension away from the point of equilibrium and it will be seen that there is a very minimum of resistance to movement of this piston element due to thefact that it was only necessary for the compressed fluid in chamber lll to operatively project against the annular element 150i the control valve 59 moving the same to the left. It will be noted that as soon as piston .E3 moves the slightest distance to the right, any compression which existed in spring 55 is removed, or alternately there may actually be a spaced relation defined between the end ofthe spring and valve 59, thus there is a minimum vof resistance to movement of valve 59. Furthermore, the ow was only very slightly resisted by the minimum force required to overcome the compression of coil spring 'i2 corresponding'to piston element S2.

Now on the return movement of. the ypiston element 52-53 back to its initial position, there will be a resistance thereto which is explained by the fact that the coil spring 5S has been compressed when the cam 38 was projected to the right so that the control valve 55 more tightly engages the piston 53 closing or" the. passages `"Li Vand 'iii from the passage 55.

It follows further that as-cameii projects the piston element 52 to the left in returning'to the vpoint of initial equilibrium, it places the Tnuid within the corresponding chamber 5"! under coinpression and the valve 58 naturally remains closed. Now the fluid within this chamberli can escape only through the passages ls-llf-'Eis To do this the increased compression of spring 55 must be overcome by the-huid from passage 'l5 as it acts 'upon the annular `element 'l5 formed within vthe control valve 54. For this reasonthe` escape of uid under pressure from the aforementioned chamber il is resisted as it must fight the increased compression of the coil spring y55. Consequently it is apparenttliat the return to the equilibrium position is resisted in the present shock absorber whereas the initial movement away from equilibrium was substantially not resisted. *z f Nowsuppose the initial movement cf the spring suspension from equilibrium wasl in the opposite direction. In that case the cam 38 Awhich is shown in Figure 3 would be projected to the left causing the piston element 52 tovmoye to theleft into compression chamber Y 57. Fluid vpasses vthroughthe passages 'i3 and llt-readily u nseats the control valve 54! in view-oi vthe released condition of coil spring 56 and flows -throughpassage and into the central chamber .figwhence it -ows through the channel (i5- 55 corresponding to pistonelement 63 with a minimumof resistance existing in the valve spring 12. I-Iere also sistance to movement of the spring 'suspension'.

away from the point of equilibrium.

However, by the-above construction, it is apparent that here also the return Vmovement of the 'suspension to equilibrium lwill be resisted by the increased compression within the coil spring 6E) for it is clear that'when the'cam 38 was projected to the left the coil spring 6 0 was placed under substantial compression. The uid within the compression chamber 41 corresponding to piston element 53 passes through passage 13 and i4 and will continue to pass through passage 55 but will be required to maintain the valve 59 open against the action of the-compressed coil spring 60. It will be remembered that this fluid from chamber lll and passages 13 and 'I4 is acting upon the end area within the annular control element i5 of said piston. It necessarily follows that there is a. substantial resistance to the escape of fluid through the passages 13, 14 and 55.` j It will be remembered also that as the piston element gradually returns towards its initial position of equilibrium that simultaneously the compression Within coil spring 6i) will be gradually reduced which means that the resistance to flow through the control valve 5S! is gradually reduced as the suspension returns to its position of initial equilibrium. l

It might be assumed thatV with the vehicle empty and with no passengers thatwthe shock absorber elements will take approximately theposition shown in Figure 3 which lwould be 'a point of equilibrium. However, as soon as the vehicle is loaded and there is a passenger orpassengers the position of initial equilibrium is] more likely to be shown by the'relative Vposition of parts shown in Figure 5, or in some position intermediate the position shown in Figilleb. and Ithe position shown in Figure 3,` due tothel increased weight of the vehicle load.

It is contemplated by the present invention that this initial'point of equilibriumlgwill b es'elf adjusting and will vary according to the loadA inthe vehicle or the number of passengers therein. Nevertheless, the operation of "the shock absorber will be substantially the saine 'asthat' earlier described with the vexception that'the initialpoint of equilibrium within the shock absorber will be something like the position shownin Figure 5' to permit the passage of iiuid between chamber @e and passagev 55.

For this reason the central free pointof no resistance is establishedlat whichl timel the coil springs 56 and 60 areunder only very slight or no compression.

. equilibrium piston 53 moves to thaleia then-the other piston 48 vwill also moveto the vleft being joined to the rst piston by thelwire 45.'

. Consequently it isv apparent.V thatthe above described shock absorber has acentral free point of practically.zerolresistance which will give the springs -freedomnof action.

-Itwiu tev noted th t If in the initial setting' of Y obtaining' the' initial` .point of equilibrium the` pistons "4.8 and 53will move in unison within their respective cylinders 7 4B in view of the slots 52 -therein which permits the slow flow of uid therethrough.

As this initial setting takes place rather slowly, it is not necessary to take into consideration such initial movement. However, during operation of the shock absorber, in which the tension or compression o`f the Vcoil springs 5B and 60 will be varied, the openings 52 of said pistons are of such dimensions that their positions will be relatively unchanged.

Having described my invention reference should now be had to the claims which follow for determining the scope thereof.

I claim:

l. In a hydraulic shock absorber having a housing and a rockable cam shaft therein joined to the spring suspension ofA a vehicle, said housing being formed with a central chamber and a pair of spaced cylindrical compression chambers and with fluid passages respectively interconnecting said central chamber with leach of said compression` chambers, oppositely arranged valves in said passages normally closing the same, each of said valves having a portion of reduced diameter adjacent its seat and in communication with the iiuid in said passages, whereby the latter upon the application of pressure is eiTective to unseat said valves permitting escape of `fiuid therethrough int-o said central chamber a double acting reciprocal piston in said housing with its ends projecting into said compression chambers and operatively engaged by said cam shaft, there being channels in said piston respectively joining said central chamber with said compression chambers, one way spring loaded valves in said piston normally closing said channels and -remaining closed when under compression, a spring stop projecting from said cam shaft opposite from the cam thereon, and oppositely arranged coil springs loosely interposed between opposite sides of said stop and the respective ends of said passage controlling valves, so that movement in one direction Vof saidstop upon initial movement of said suspension away from equilibrium compresses one spring andeliminates ,compression from the other spring.

2. Ina shock absorber having a central chamber, a pair of spaced compression chambers, a `double acting piston projecting into said compression chambers, a rockable cam joined to said piston to eiect reciprocal movements thereof, and bleed passages interconnecting said compression chambers with said central chamber; oppositely arranged control valves normally closing said passages-each of said valves having a portion of reduced diameter adjacent` its seat andincommunication with the -fluid in said passages, whereby the latterupon the application of pressure is eective to unseat said valvespermitting escape of fluid therethrough into said Ycentral chamber a spring stop oppositely arrangedfrozn said cam and projectingfrom said shaft and movable therewith,V and "oppositely -`arranged vcoil springs interposed between oppositesides of said stop and said control valves, so thatimovement in one direction 4of said stop upon initialmovement of -said suspensionk away `from'equilibrium compresses one lspring and .eliminates :compression from the other spring.

3. In a shock absorber having a central chamber, apair of spacedjcompression chambers, a double acting piston projecting into said compression chambers, a'rockablejcamjoined to` said Vpiston to eiect reciprocal movements thereof,

`and bleed passagesinterconnecting lsaid comin communication with the iiuid in said passages,V

whereby the latter upon the application of pressure is Veffective to unseat said valves permitting escape of iiuid therethrough into said central chamber a spring stop oppositely arranged from said cam and projecting from said shaft and movable therewith, and oppositely arranged coil springs interposed between opposite sides of said stop and said control valves, whereby movement of the piston from a position of equilibrium into one of said compression chambers effecting a corresponding movement in the opposite direction of said spring stop, removing the compression of the coil spring on the control valve corresponding to the chamber under compression whereby resistance to bleeding therethrough is removed.

4. In a hydraulic shock absorber having a housing and a rockable cam shaft therein joined to the spring suspension of a vehicle, said housing being formed with a central chamber and a pair of spaced cylindrical compression chambers and with uid passages respectively interconnecting said central chamber with each of said compression chambers oppositely arranged valves in said passages normally closing the same, each of said valves having a portion of reduced diameter adjacent its seat and in communication with the fluid in said passages, whereby i the latter upon the application of pressure is effective to unseat said valves permitting escape of fluid therethrough into-said central chamber a double acting reciprocal piston in said housing with its ends projecting into said compression chambers and operatively engaged by said cam shaft, a spring stop projecting from said cam shaft opposite from the cam thereon, and oppositely arranged coil springs interposed between opposite sides of said stop and the respective ends of saidv passage controlling valves, whereby movement of the piston from a position of equilibrium into one of said compression chambers effectingV a corresponding movement in the opposite direction of said spring stop, eliminates the compression of the coil spring on the valve corresponding to the chamber under compression whereby resistance to bleeding therethrough is eliminated.

5. In a hydraulic shock absorber having a housing and a rockable cam shaft therein joined to the spring suspension of a vehicle, said housing being formed with a centralv chamber and a pair of spaced cylindrical compression chambers and with fluid passages respectively interconnecting said central chamber with each of said compression chambers,Y valves in said passages normally closing the same, a double acting reciprocal piston in said housing with its ends projecting into said compression chambers and operatively engaged by said cam shaft, a projecting spring stop on said cam shaft opposite from the cam thereon, coil springs interposed between opposite sides of said stop, and the respective ends of said passage controlling valves, and yielding seats in said housing for said valves, whereby said cam and piston may assume an initial point of equilibrium other than the geometric central position with equal compression in said coil springs.

6. In a hydraulic shock absorber having a housing and a rockable cam shaft therein joined Ythe cam thereon, coil springs interposed between opposite sides of said stop and the respective ends of said passage controlling valves, and yielding seats in said housing for said valves, whereby said cam and piston may assume an initial point of equilibrium other than the geometric position with equal compression in said coil springs, saidl seats being relatively stationary during normal operation of the shock absorber.

7. In a hydraulic shock absorber. having a housing and a rockable cam shaft therein joined to the spring suspension of a vehicle, said housing being formed with a central chamber and a pair of spaced cylindrical compression chambers and with fluid passages respectively interconnecting said central chamber with each of said compression chambers, valves in said passages normally closing the same, a double acting reciprocal piston in said housing with its ends projecting into said compression chambers and operatively engaged by said cam shaft, a projecting spring stop on said cam shaft opposite from the cam thereon, and coil springsinterposed between opposite sides of said stop and the respective ends of said passage controlling valves, said housing having a pair of spaced cylindrical openings adjacent said passages, and yielding valve seats slidably positioned within said openings to permit the piston, cam and spring stop' to assume an initial position of equilibrium based upon the vehicle load, with equal compression in said coil springs. j

8. In a hydraulic shock absorber having a housing and a rockable cam shaft therein joined to the spring suspension of a vehicle, said housing being formed with a centra-l chamber and a pair of spaced cylindrical compression chambers and with fluid passages respectively interconnecting said central chamber With veach of said compression chambers, valves in said 'passages normally closing the same, a double acting reciprocal piston in said housing with its ends I projecting into said compression chambers and operatively engaged by said cam shaft, a projecting spring stop on said cam shaft opposite from the cam thereon, and coil springs interposed between opposite sides of said stop and the respective ends of said passage controlling valves, said spring stop having a trunnion mounting upon said cam shaft so as to remain in axial alignment with said valves regardless of the angular positioning of said cam shaft.

v project- 1 ing spring stop on said cam shaft opposite from 9. In a hydraulic shock absorber having a housing and a rockable cam shaft therein joined to the spring suspension of a vehicle, said housing being formed with a'central chamber and a pair of spaced cylindrical compression chambers and with fluid passages respectively interconnecting said central chamber with each of said compression chambers, valves in said passages normally closing the same, a double acting reciprocal piston in said housing with its ends projecting into said compression chambers and operatively engaged by said cam shaft, a projecting spring stop on said cam shaft opposite from the cam thereon, coil springs interposed between opposite sides of said stop and the respective ends of said passage controlling valves, yielding seats in said housing for said valves, whereby said cam and ,piston may assume an initial point of equilibrium other than the geometric central position with equal compression in said coil springs, and a spacer interconnecting said seats to permit their movement in unison.

10. In a hydraulic shock yabsorber having a housing and a rockable cam shaft therein joined to the spring suspension of a vehicle, said housing being formed with a central chamber and a pair of spaced cylindrical compression chambers and with fluid passages respectively interconnecting said central chamber with each of said compression chambers, valves in said passages normally closing the same, a double acting reciprocal piston in said housing with its ends projecting into said compression chambers and operatively engaged by said cam shaft, a projecting spring stop on said cam shaft opposite from the cam thereon, coil springs interposed between opposite sides of said stop and the respective ends of said passage controlling valves, and yielding seatsk in said housing for said valves, whereby said cam and piston may assume an initial point of equilibrium other than the geometric central position with equal compression in said coil springs, each of said valves having a portion of reduced diameter adjacent its seat and in communication with vthe fluid in said passages, whereby said fiuid upon the application of pressure is effective to unseat said valves permitting escape of fluid there-through into said central chamber. f

PAUL DE LOE.

REFERENCES CITED The following references are of record inthe file of this patent:

y v UNITED STATES PATENTS Number 

